AIS-140

AUTOMOTIVE INDUSTRY STANDARD

Intelligent Transportation Systems

(ITS) - Requirements for Public
Transport Vehicle Operation

PRINTED BY
THE AUTOMOTIVE RESEARCH ASSOCIATION OF INDIA
P.B. NO. 832, PUNE 411 004

ON BEHALF OF
AUTOMOTIVE INDUSTRY STANDARDS COMMITTEE

UNDER
CENTRAL MOTOR VEHICLE RULES – TECHNICAL STANDING COMMITTEE

SET-UP BY
MINISTRY OF ROAD TRANSPORT and HIGHWAYS
(DEPARTMENT OF ROAD TRANSPORT and HIGHWAYS)
GOVERNMENT OF INDIA

October 2016

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Status chart of the Standard to be used by the purchaser for updating the record

Sl. Corrigenda Amendment Revision Date Remark Misc.

No.

General remarks:

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 AIS-140

INTRODUCTION

The Government of India felt the need for a permanent agency to expedite the
publication of standards and development of test facilities in parallel when the work
on the preparation of the standards is going on, as the development of improved
safety critical parts can be undertaken only after the publication of the standard and
commissioning of test facilities. To this end, the erstwhile Ministry of Surface
Transport (MoST) has constituted a permanent Automotive Industry Standards
Committee (AISC) vide order No. RT-11028/11/97-MVL dated September 15, 1997.
The standards prepared by AISC will be approved by the permanent CMVR
Technical Standing Committee (CTSC). After approval, the Automotive Research
Association of India (ARAI), Pune, being the secretariat of the AIS Committee, will
publish this standard.

Intelligent Transport Systems (ITS) are globally proven systems to optimize the
utilization of existing transport infrastructure and improve transportation systems in
terms of efficiency, quality, comfort and safety. Having realized the potential of ITS,
Government bodies and other organizations in India are presently working towards
implementing various components of ITS across the country.

The first step taken for creation and implementation of ITS was holding a National
Workshop titled “User Requirements for Interactive ITS Architecture”, which was
conducted as a collaboration between SIAM and ASRTU on 26th & 27th February
2015. This was primarily focused on ITS in Public Bus Transportation. Nonetheless,
the workshop helped to create the outline for “National Intelligent Transport System
Architecture and Policy for Public Transport (Bus)”, which was submitted by ASRTU
and SIAM to the government

In the 44th & 45th CMVR-TSC, Chairman had directed - standardization activities to
be initiated on Intelligent Transportation Systems (ITS) - Vehicle Location Tracking,
Camera Surveillance System and Emergency Request Button. The committee
intended to extend the above user requirements to all public transportation namely –
buses, taxis, etc. The current document covers the requirements for Vehicle Location
Tracking and Emergency Button. The other ITS components like PIS, CCTV system,
Fare collection etc. are deliberated and would be addressed in later phase and could
be added as separate parts to the current document..

Based on these directions, the AISC Panel on ITS has prepared this AIS-140 titled,
“Intelligent Transportation Systems (ITS) - Requirements for Public Transport
Vehicle Operation”

The panel has also deliberated and identified the necessary elements for an effective
implementation of vehicle level ITS system.

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This standard has been prepared by considering inputs received from all stake holders
on ITS, mainly -
a. Directions of CMVR-TSC
b. Detailed Specification Document on Vehicle Tracking Devices (dated 4th March
2015, published by MoRTH)
c. Report of Department of Telecom (Telecom Engineering Centre) Automotive
Working Group on M2M enablement in Intelligent Transport System (ITS)

This AIS on ITS, has been provisioned for device level approval; including
construction and target vehicle level approval. Device level approval is needed to
enable retro-fitment of ITS systems on in-use vehicles. This will ensure ITS Backend
Control Centre infrastructure already presents with the STUs can be more fully
utilized and make the investment in the Backend Control Centre infrastructure more
viable.
As per the direction of CMVR-TSC which needed the Communication Protocol and
Backend Control Centre requirement for tracking and handling the alerts to be
detailed, the same has been addressed in Section 6 & 7, as detailed below.

 The devices would transmit data to the Backend Control Centre using 2G/3G/4G
wireless connectivity (with SMS fall back) as per the protocol provided in
respective sections (Section 6).
 The data from the devices would travel over the wireless telecom service provider
network and finally get delivered at the Backend Control Centre. The detail about
Device to Backend Communication Mechanism is mentioned in Section 7.
BIS and AIS both have panels which are formulating standards on ITS. It is our belief
that taking the AIS route for the 1st implementation would give the faster time for
adoption. Experts in the BIS panel and in DIMTS who are working on these subjects
have been co-opted and invited to work in the AIS panel to make the AIS as robust as
possible. Once implemented and all implementation problems in this emerging
technology have been eliminated, BIS standard can be made with further inclusions if
any resulting from consultations with the wider stakeholder community. Because of
these reasons, we recommend the AIS route for regulation creation and first
implementation.
One of the major concerns which has been raised during the panel meetings is on the
issue of privacy encroachments by ITS systems. Some overseas member countries of
the 1958 agreement have been continuously emphasizing in WP29 forums that the
regulated ITS system must not encroach on privacy. Towards this, the panel has
submitted a document titled ‘Data Privacy in Transportation ITS’ To help the system
developers deal with these issues. Further, system developer can also take guidance
from ‘IS/ISO/TR 12859: 2009 - Intelligent Transport Systems — System Architecture
— Privacy Aspects in ITS Standards and Systems’ while developing their systems to
meet the requirements of this standard. The Panel and the Automotive Industry
Standards Committee (AISC) responsible for preparation of this standard are given in
Annexure-D and Annexure -E respectively.

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CONTENTS
Clause No. Details Page No.
1.0 Scope 1/40
2.0 Application For CMVR Type Approval 3/40
3.0 ITS Functions and Requirements 4/40

4.0 Communication Protocol 10/40

5.0 Construction and Installation 16/40

6.0 Functional, Performance, Durability, Environmental and 17/40

Protocol Tests

7.0 Device to Backend Communication Mechanism 31/40

List of Annexures
ANNEXURE-A Information to be Submitted for Type Approval 34/40

ANNEXURE-B Criteria for Extension of Type Approval 35/40

ANNEXURE-C Physical Interfaces (Connectors) for Power and I/Os 36/40

ANNEXURE-D Composition of Panel 38/40

ANNEXURE-E Committee Composition 40/40

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Intelligent Transportation Systems (ITS) - Requirements for

Public Transport Vehicle Operation

1.0 SCOPE

1.A.0 This standard applies to both individual components as well as system

environment intended to be used in Public transport vehicles.

1.A.1 INTELLIGENT TRANSPORTATION SYSTEMS-VLT WITH AN

EMERGENCY SYSTEM
Requirements on ITS devices and functions - Vehicle Location Tracking
and Emergency Button.

1.B.0 DEFINITIONS:
For the purpose of this standard, definitions are given below:

1.B.1 “Acquisition sensitivity” refers to the minimum signal level at which the
device is able to successfully perform a cold start TTFF. The acquisition
sensitivity test is a simulated signal test.

1.B.2 “Assisted GPS (A-GPS)” is a system allowing satellite receivers to obtain

information from communication network resources to assist in acquiring
satellite location. A-GPS system is especially useful when the receiver is in
a location where it is difficult for the satellite signals to penetrate. In
addition to providing better coverage, A-GPS also improves the start-up
time, which is the time required by the satellites and the receivers to
establish a reliable connection.

1.B.3 “Circular Error Probability (CEP)” is defined as the radius of a circle

centered on the true value that contains 50% of the actual GPS
measurements. So a receiver with 5 meter CEP accuracy will be within 5
meter of the true measurement 50% of the time. The other 50% of the time
the measurement will be in error by more than one meter.

1.B.4 “Dilution of Precision (DOP)” is the degree of proximity of the location

data to their mean value. The relative position of satellites affects the
accuracy of location calculation by the locating module. Location
coordinates computed when the satellites are clustered together suffer from
dilution of precision (DOP), a factor that multiplies the associated errors.
The DOP for an ideal satellites constellation arrangement equals close to 1,
which does not magnify the underlying errors.

1.B.5 “Distance Root Mean Square (DRMS also called RMS, 1Sigma)”
This is computed as square root of the average of the squared horizontal
position errors with 65% probability. The position expressed has the
probability of being within a circle with radius with 65% probability. A
locating module with 6 metre DRMS accuracy would be within 6 meters of
its actual position 65% of the time.

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1.B.6 “Emergency Button” A button provided in vehicle for passengers or crew

members to send specialized data packet /SMS to Centralized regulatory
server to indicate safety/panic situation caused by human or natural
disaster or vehicle accident etc.
1.B.7 “Global Positioning System (GPS)” is a space-based radio navigation
system. It provides positioning, navigation, and timing services to military
and civilian users on a continuous basis.
1.B.8 “Sensitivity” refers to the minimum signal strength level at which locating
module can successfully perform a location fix. A GNSS locating module
has two different sensitivity levels – acquisition sensitivity and tracking
sensitivity.
1.B.9 “Time to First Fix (TTFF)” describes the time required for a tracking
device to acquire adequate satellite signals and related data (almanac and
ephemeris data) to compute location.
1.B.10 “Tracking Sensitivity” refers to the minimum signal level at which the
device is able to successfully maintain the location fix. The acquisition
sensitivity test is a simulated signal test.
1.B.11 “Vehicle Location Tracking (VLT)” device uses satellite based location
technology to determine and record the precise location of a vehicle at
regular intervals. The location data so determined can be stored within the
device, and/or can be transmitted to the Backend Control Centre using a
wireless communication modem built in the device.
1.C REFERENCES:
The References are listed below.
1.C.1 National Level Vehicle Security and Tracking System – Detailed
Specification Document on Vehicle Tracking Devices (GPS) (Published by
MoRTH MoRTH).
1.C.2 APTA TCIP - American Public Transportation Association (APTA)
Standard for Transit Communications Interface Profiles (TCIP)
1.C.3 EBSF - European Bus System of the Future
1.C.4 ISO 11898-1:2003 Road vehicles — Controller area network (CAN)
1.C.5 SAE J 1939 Recommended Practice for a Serial Control and
Communications Vehicle Network.
1.C.6 Bus-FMS-Standard
1.C.7 SAE USCAR 18 / USCAR18-3 - FAKRA SMB RF CONNECTOR
SUPPLEMENT
1.C.8 National ITS Architecture - U.S. Department of Transportation
1.C.9 ISO 17185-1:2014 - Intelligent transport systems — Public transport user
information — Part 1: Standards framework for public information
systems

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1.C.10 Trans model Standard (CEN/TC 278 WG3/SG4, Reference Entity-

Relationship Data Model for Public Transport) - European reference data
model for Public Transport operations developed within several European
Projects - EN 12896:2006

1.C.11 Specification for Entity-Relationship for describing the main fixed objects
in Public transport CEN/TC 278, 2008 - EN 28701:2012

1.C.12 RTIG (Real Time Information Group Ltd) - Digital Air Interface Protocol

1.C.13 SIRI (Service Interface for Real Time Information) European Technical
Specification (TS) - CEN/TS 15531

1.C.14 NeTEx-Network Exchange European Technical Specification (TS)

CEN/TS 16614

1.C.15 NaPTAN (National Public Transport Access Node)

1.C.16 ISO 15638-15:2014 Intelligent transport systems – Framework for

cooperative telematics applications for regulated vehicles (TARV) – Part
15: Vehicle location monitoring

1.C.17 ISO 15638-5:2013 Intelligent transport systems – Framework for

collaborative Telematics Applications for Regulated commercial freight
Vehicles (TARV) – Part 5: Generic vehicle information

1.C.18 NMEA-0183: The NMEA 0183 standard defines an electrical interface and
data protocol for communications between marine instrumentation.

1.C.19 IS/ISO/TR 12859:2009 – Intelligent Transport System-System

Architecture-Privacy Aspects in ITS standards and systems

1.C.20 Report of Department of Telecom (Telecom Engineering Centre)

Automotive Working Group on M2M enablement in Intelligent Transport
System (ITS)

1.C.21 URL: http://tec.gov.in/pdf/M2M/M2M%20Enablement%20in%20ITS.pdf

2.0 APPLICATION FOR CMVR TYPE APPROVAL

2.1 The application for CMVR device level approval shall be accompanied by
information on the system specification as mentioned in Annexure A.

2.2 Type approval shall involve following steps:

2.2.1 Device Approval: Approval provided at Device level for compliance to

this standard.
These approved devices can be fitted / retro-fitted by manufacturer/ dealer/
permit holder/system integrator in any vehicle model provided it shall meet
installation requirements as mentioned in Clause No. 5 of this standard.
For manufacturers seeking vehicle level approval with approved VLT with
Emergency Buttons fitted shall only require installation approval as per the
provisions of Clause 5 and Sub-Clause 6.1 of Clause 6.

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2.3 Modifications and Extension of Approval

2.3.1 Every modification pertaining to the information, even if the changes

are not technical in nature declared in accordance with clause 2.1, shall
be intimated by the VLT with Emergency Button Manufacturer to the
test agency.

2.3.1.1 If the changes are in parameters not related to the provisions, no further
action need be taken.

2.3.1.2 If the changes are in parameters related to the provisions, the test agency,
which has issued the certificate of compliance, may then consider, based
on the justification provided by the VLT with Emergency Button
Manufacturer and reviewed by the test agency, whether,

The model with the changed specifications still complies with provisions;

Or,

Any further verification is required to establish compliance.

2.3.2 In case of 2.3.1.2, tests for only those parameters which are affected by the
modifications need be carried out based on Criteria for extension of type
approval as per Annexure B.

2.3.3 In case of fulfilment of criterion of clause 2.3.1.1 or after results of further

verification as per clause 2.3.1.2 are satisfactory, the approval of
compliance shall be extended for the changes carried out.

3.0 ITS FUNCTIONS AND REQUIREMENTS

The list of ITS functions envisaged from this device type is set out
below in Table 3A –

Table 3A: List of ITS Functions and Sub Functions

Function Sub Functions

Emergency Buttons
Safety and Security
Vehicle Location Tracking (VLT)

The above functions and their requirements shall be met by only single
device that can be interfaced by external emergency buttons. The
communications to Backend Control Server (Government authorized
server) shall be done by device as per the protocol and functionalities
defined below.

3.1 Vehicle Location Tracking (VLT) With Emergency Button

3.1.1 Functional Requirements for VLT

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3.1.1.1 Device shall be capable of obtaining position information using Global

Navigation Satellite System (GNSS). GNSS receiver specifications are
as follows:
a. Device shall be capable for operating in L and/or S band and include
support for NAVIC/IRNSS (Indian Regional Navigation Satellite
System) for devices installed on or after 1st April, 2018.
b. The Device shall support GAGAN, the Indian SBAS (Satellite
Based Augmentation System).
c. Device shall have a position accuracy of minimum 2.5 m CEP or
6 m 2DRMS.
d. Device shall have an acquisition sensitivity of minimum (-) 148
dBm.
e. Device shall have a tracking sensitivity of minimum (-) 165 dBm.
f. Device shall have an internal antenna; however if in case of
Integrated systems with vehicle / aftermarket OEM approved kits if
the fitment location prevents the internal antenna from functioning,
then external antenna shall be provided.
3.1.1.2 Device shall support standard minimum I/Os as mentioned: 4 Digital, 2
Analogue and 1 Serial Communication (e.g. RS232) for interfacing
external systems (E.g. Digital input for Emergency request button
interfacing).

3.1.1.3 Device shall be capable of transmitting data to Backend Control Server

(Government authorized server) via Wide Area (Mobile)
Communications network (GSM/GPRS) as per Communication
Protocol in Section 4.

3.1.1.4 Device shall be capable of transmitting Position, Velocity and Time (PVT
data) along with heading (direction of travel) to a Backend Control Server
(Government authorized server) at configurable frequency as per
Communication Protocol of Section 4.

The fixed frequency shall be user configurable, minimum frequency shall

be 5 sec during vehicle operation and not less than 10 minutes in sleep/IGN
OFF) as per the protocol defined in Communication Protocol of Section 4.

3.1.1.5 Device shall be capable of transmitting data to minimum 2 different IP

addresses (1 IP address for regulatory purpose (PVT data) and 1 IP address
for Emergency response system other than the IP’s required for
Operational purpose.

3.1.1.6 On pressing of Emergency button, the system implementing VLT function

shall send emergency Alert (Alert ID 10 as mentioned in Sub-section 4.2.1
of Communication Protocol Section 4) to the configured IP address(s) as
per the Communication Protocol mentioned in Section 4. In the absence of
GPRS network, the emergency alert shall be sent as SMS message along
with vehicle location data to configured control center number(s). The
SMS shall consist parameters as given in Sub-section 4.2.2.

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3.1.1.7 Device shall have an internal back-up battery to support 4 hours of

normal operations (to be tested for positional record transmission at a
frequency of 60 sec).
3.1.1.8 Device shall be capable of transmitting alerts to the Backend Control
Server (Government authorized server) directly. The applicable list of
alerts is given in Section 4.2 (Alert ID 3 to 12) of Section 4.
3.1.1.9 Device shall support over the air software and configuration update.
3.1.1.10 Device shall support basic standard configuration (Mobile
communications network settings, Backend Control Server (Government
authorized server) details, data frequencies, alert thresholds etc.) as per
configuration specification defined in Section 4.
3.1.1.11 Device shall support store and forward mechanism for all type of data
(periodic data and alerts) meant for backend transmission. The system
shall store data in internal memory during communication network un-
availability and transmit the data when the connection resumes in last in
first out (LIFO) manner. The live data shall be given higher priority for
transmission than back log (stored data) at any point in time.
3.1.1.12 The Device shall have a unique identifier for identifying the VLT device
and data. The unique ID shall be stored in a read only memory area so
that it cannot be altered or overwritten by any person. The unique
identifier may be Vehicle Identification number or IMEI (International
Mobile Station Equipment Identity) Number.
3.1.1.13 Device shall store/write the registration number of the vehicle in the
internal nonvolatile memory.
3.1.1.14 Device shall have an Embedded SIM.
3.1.1.15 Device shall be designed to operate between 8VDC and 32VDC using
vehicle battery input voltage range 12 /24Volts.
3.1.1.16 Device shall have a sleep mode current ≤ 20 mA (If the function is
implemented in a dedicated system/device).
3.1.1.17 Device shall support any operational GNSS system with 12 (minimum)
acquisition channels.
3.1.1.18 The Device shall support:

• Location on GPRS/SMS

• Non-volatile memory to store min 40,000 positional log

• Configurable backup SMS facility in case of GPRS failure

• Capability to send serving and adjacent cell ID as well as network

measurement report (NMR)

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3.1.1.19 The Device GNSS module shall have:

• The capability of Hot start <5s

• The capability of Warm start : < 30s

• The capability of Cold start < 40 s

3.1.1.20 Device shall support Outputs as per NMEA 0183
3.1.1.21 The Device GPRS module shall have:

• Multi slot GPRS with In - built Quad-band GPRS module/Modem

• GPRS class 10 or above

• Support Embedded SIM to cater to the automotive operational
requirement such as vibration, temperature and humidity and provide
long life span with at least 10 years life and more than 1 million
read/write cycles
• GPRS module & SIM shall support
o SMS, Data (GPRS, TCP/IP) and
o Support multiple network OTA switching (on-demand/automatic)
capabilities.
3.1.1.22 Device shall be dust, temperature, vibration, water splash resistant, IP 65
rated or better, tamper proof as per Section 6.
3.1.1.23 Device shall be manufactured using processes as per quality management
standard for automotive industries i.e. ISO/TS 16949 updated from time
to time.
3.1.1.24 Device shall support A-GPS (Assisted GPS).
3.1.1.25 Device shall have provision of secured data transmission to the Backend
Control Centre from the devices through secured channel (e.g. secured
dedicated APN).
3.1.1.26 Device shall have 3 axis accelerometer and 3 axis gyroscope for getting
the alerts on harsh breaking harsh acceleration, and rash turning.
3.1.2 Functional Requirement for Emergency System
3.1.2.1 Passengers or in-vehicle crew present in the vehicle shall be able to make
an emergency request by pressing the emergency button provided.
3.1.2.2 The emergency request function shall not exist as standalone. The
function shall be part of Vehicle Location Tracking (VLT) system. An
alert shall be sent to the Backend Control Server (Government authorized
server) when emergency request is raised. De-activation shall always be
from authorized government server who receives alert message i.e.
NERS system as mentioned in Sub-section 4.2.2.

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3.1.2.3 The Emergency Buttons will be 'Normally Closed' (NC) type. The form
factor of Emergency Buttons will be such that the button is easy to press
in the case of an emergency, and simultaneously also minimizes the
possibility of accidental or unintended press thereby causing a false alert.
3.1.2.4 On pressing of Emergency button, the system implementing VLT
function shall send emergency Alert (Alert ID 10 as mentioned in Sub-
section 4.2.1 of Communication Protocol Section 4) to the Backend
Control Server (Government authorized server) as per the
Communication Protocol mentioned in Section 4. In the absence of
GPRS network, the alert shall be sent as SMS message along with
vehicle location data to configured control center number. The SMS shall
consist of parameters as given in Sub-section 4.2.2.
3.1.2.5 In absence of both GPRS and GSM networks and on pressing of
Emergency Button, the system implementing VLT function shall store
the emergency Alert (Alert ID 10 as mentioned in Sub-section 4.2.1 of
Communication Protocol Section 4). Once the GPRS or GSM is
available, this alert information shall be sent on high priority to the
configured IP addresses as per the communication protocol mentioned in
Section 4 or as SMS message along with vehicle location data to
configured control center number. The SMS shall consist of parameters
as given in Sub-section 4.2.2.
3.1.3 Configuration of Device Parameters Over the Air (OTA)
The device shall support at least the below parameters to be configurable
over the air (through SMS and GPRS). The updation shall be allowed
only over an ‘authenticated’ channel:
1. Setting/ Change of the Primary or Secondary IP and port number
2. Setting/ Change of the APN
3. Set configuration parameter like sleep time, overspeed limit, harsh
braking, harsh acceleration, rash turning threshold limits etc.
4. Emergency control SMS Centre Number(s)
5. Configuring the vehicle registration number
6. Configuring the frequency of data transmission in normal / Ignition
state / OFF state sleep mode/ Emergency state, etc.
7. Configuring the time duration for Emergency state
8. Capability to reset the device
9. Command to get the IMEI of the device
Configurable commands must involve the following features:
 SET: For setting the parameters.
 GET: For enquiring regarding the parameters such as mobile number,
GSM strength, vehicle number and other important parameters.
 CLR: For clearing certain commands, alarms, alerts etc.
After each SET, GET, CLR command the device should send alert to
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Backend Control Centre, as mentioned in Section 4 Alert 12, giving the

details of Mode, mobile no/ IP of control center sending commands.
3.1.4 Tracking Device Health Monitoring Parameters
The device shall send status of health parameters at configurable interval
and this threshold value shall also be configurable over the air. It shall be
possible for health parameters to be fetched on demand via command as
set out below in Table 3B.

Table 3B:
Health Monitoring Parameter
Sl. No. Field Description
1 Start Character $
2 Header The header of the packet/ identifier
3 Vendor ID Vendor identification header
4 Firmware Version Version details of the Firmware
used in EX.1.0.0
5 IMEI Identified of the sending unit. 15
digit standard unique IMEI no.
6 Battery percentage Indicates the internal battery charge
percentage
7 Low battery threshold Indicates value on which low
value battery alert generated in percentage
8 Memory percentage Indicates flash memory percentage
used
9 Data update rate when Indicates Packet frequency on
ignition ON ignition ON
10 Data update rate when Indicates Packet frequency on
ignition OFF ignition OFF
11 Digital I/o status Inputs connected to the device.
12 Analog I/o status Analog input status
13 End character *

3.1.5 SMS Fall Back

In case of emergency state, (i.e. on pressing of Alert button), the device
will shift to the SMS mode in case GPRS connectivity is not available. In
such case, the device will send the Alert message and tracking data
through SMS mode. Since SMS has the limitation of sending only 160
characters, so the tracking data to be sent in one SMS will have fields -
IMEI, Latitude, Direction, Longitude, Direction, location fix, speed, Cell
ID, LAC (Location Area Code), Date and Time as per emergency alert .
The details is provided in Sub-section 4.2.2.

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4.0 COMMUNICATION PROTOCOL

4.1 Data Frame Format
Table below (Table 4A) contains the listing of fields that the vehicle
tracking devices would be required to send to the Backend Control
Centre. The first 3 fields (Start character, Header for VLT with
Emergency Buttons and Vendor ID, who has supplied the device) must
be fixed in position as well as format (Header part of frame). Rest all
other fields are required to be present in the location data sent by the
devices to the backend, but can be in any sequence or with any separator
between fields. The data value can be either in American Standard Code
for Information Interchange (ASCII) or in HEX format. Device must
transmit the Login message whenever it establishes (re-establishes after
disconnection) its connectivity with Server with the specified fields.
Login Message will carry following information:
• $DeviceName –Vehicle number on which the device is installed.
• $IMEI –15 Digit IMEI number.
• $Firmware – Version of the firmware used in the hardware.
• $Protocol -Version of the frame format protocol.
• $LastValidLocation – Last location info saved at the device.
Table 4A:
Data Message Format
Field Description Sample Data
Start Character $ $
Header The header of the
packet/ identifier
Vendor ID Vendor
identification header
Firmware Version details of 1.0.0
Version the Firmware used
in EX.1.0.0
Packet Type Specify the packet type
Depending upon the
context, every frame
from tracking device
NR = Normal must carry a
EA = Emergency Alert qualification code. This
TA = Tamper Alert helps to determine the
(Optional) state in which vehicle is
at that time.
HP = Health Packet
IN = Ignition On
IF = Ignition Off
BD = Vehicle Battery
Disconnect
BR = Vehicle Battery
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Reconnect
BL = Internal Battery
Low
Packet Status L=Live or H= History L

IMEI Identified of the sending 123456789012345

unit. 15 digit standard
unique IMEI no.
Vehicle Reg. No Mapped vehicle DL1PC9821
registration number
GPS Fix 1 = GPS fix OR 0 = GPS 1
invalid
Date Date value as per GPS 220714
date time per GPS date
time (DDMMYYYY)
Time Time value as per GPS 050656
date time in UTC format
(hhmmss)
Latitude Latitude value in 28.758963
decimal degrees (not
less than 6 places)
Latitude Dir Latitude Direction. N
Example
N=North, S= South
Longitude Longitude value in 77.6277844
decimal degrees (not
less than 6 places).
Longitude Dir Longitude Direction. W
E=East, W= West
Speed Speed of Vehicle as 25.1
Calculated by GPS
module in VLT. (in
km/hrs.) (Upto One
Decimal Value)
Heading Course over ground in 310.56
degrees
No of Satellites Number of satellites 8
available for fix
Altitude Altitude of the device in 183.5
meters
PDOP Positional dilution of
precision
HDOP Horizontal dilution of
precision
Network Operator Name of Network INA Airtel

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Name Operator
Ignition 1= Ignition On , 0 = 1
Ignition Off
Main Power Status 0 = Vehicle Battery 1
disconnected
1= Vehicle Battery
reconnected
Main Input Voltage Indicator showing source 12.5
voltage in Volts.(Upto
One Decimal Value)
Internal Battery Indicator for level of 4.2
Voltage battery charge
remaining. (Upto One
Decimal Value)
Emergency Status 1= On , 0 = Off 0
Tamper Alert C = Cover Closed, O = C
(Optional) Cover Open
GSM Signal Strength Value Ranging from 0 – 25
31
MCC Mobile Country Code 404
MNC Mobile Network Code 10
LAC Location Area Code 00D6
Cell ID GSM Cell ID CFBD
NMR (Network Neighbouring 4 cell ID
Measurement Report) along with their LAC &
signal strength
Neighbouring Cell ID
Digital Input Status 4 external digital input 0001
status (Status of Input 1
to Input 3 (0=Off;
1=On))
Digital Output Status 2 external digital output 01
status
(0=Off; 1=On)
Frame Number Sequence Number of the 000005
messages (000001 to
999999)
Checksum Insures No error in 16
transmission (optimal)
End Character Indicated End of the *
frame

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4.2 Messages & Alerts from Devices

4.2.1 Table below (Table 4B) contains the listing of alerts that need to come
from the tracking devices. These alerts are applicable for both live
packets as well as the history packets.
Table 4B:
Messages & Alerts Supported
Alert Message & Alerts Remarks
ID
1. Location Update Default message coming from
each device
2. Location Update (history) Would be sent, if GPRS is not
available at the time of sending
the message in protocol format
Zero, BLANK, NIL, etc.
3. Alert – Disconnect from If device is disconnected from
main battery vehicle battery and running on its
internal battery
4. Alert – Low battery If device internal battery has
fallen below a defined threshold
5. Alert – Low battery removed Indicates that device internal
battery is charged again
6. Alert – Connect back to Indicates that device is connected
main battery back to main battery
7. Alert – Ignition ON Indicates that Vehicle’s Ignition
is switched ON
8. Alert – Ignition OFF Indicates that Vehicle’s Ignition
is switched OFF
9. Alert – GPS box opened Optional message would be
(Optional) generated indicating GPS box
opened
10. Alert – Emergency state When any of the emergency
ON* button is pressed
11. Alert – emergency State When emergency state of vehicle
OFF is removed
12. Alert Over the air parameter When any parameter is changed
change over the air. Shall include the
name of parameter changed and
source of command
13. Harsh Braking Alert indicating for harsh
braking.
14. Harsh Acceleration Alert indicating for harsh
acceleration.

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15. Rash Turning Alert indicating for Rash turning.

16 Device Tempered Alert Indicating Emergency
button wire disconnect/ wire cut
etc.

4.2.2 In case of emergency alert, the alert message shall be sent to 2 different
IP addresses hence the device shall support minimum 2 IP addresses (1
IP address for regulatory purpose (PVT data) and 1 IP address for
Emergency response system other than the IP’s required for Operational
purpose. The PVT data will send the emergency alert to the system.
Primary alert will go to the emergency response Backend Control Centre
(NERS/ MHA) as may be notified by the Government of India in the
schema below:

Primary alert will go to the emergency response Backend Control Centre

as notified by the Government of India in the indicative format below
(Table 4C):
Table 4C:
Indicative Format for Alert to Emergency Response System
Attribute Value / Description Size
Packet Header EPB, The unique identifier for all Character, 3 bytes
messages from VLT
Packet EPB, The unique identifier for Character, 3 bytes
Header all messages from VLT
Message Message Types supported. Character, 2 bytes
Type Emergency Message (EMR) or
Stop Message (SEM)
Vehicle ID Unique ID of the Vehicle Character,15 bytes
(IMEI Number)
Packet NM – Normal Packet, Character, 2 bytes
Type SP – Stored Packet
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Date Date and time of location the Character,14 bytes

location obtained from the data in
DDMMYYYY hhmmss format
GPS A – Valid, Character, 1 byte
Validity
V – Invalid
Latitude Latitude in decimal degrees - Double, 12 bytes
dd.mmmmmm format
Latitude N – North, Character, 1 byte
Direction
S – South
Longitude Longitude in decimal degrees - Double, 12 bytes
dd.mmmmmm format
Longitude E – East Character, 1 byte
Direction
W – West
Altitude Altitude in meters (above sea level) Double, 12 bytes
Speed Speed of Vehicle as Calculated by Float, 6 bytes
GPS module in VLT. (in km/hr)
Distance Distance calculated from previous Float, 6 bytes
GPS data
Provider G - Fine GPS Character, 1 byte
N - Coarse GPS or data from the
network
Vehicle Registration Number of the Character, 16 bytes
RegnNo Vehicle
Reply The mobile number to which Test 0
Number response needs to be sent.
(Emergency Mobile No. as
specified by
MHA/MoRTH/States.)
CRC The 32 bit checksum of all the 8 bytes
characters from the header up to
the CRC field
*Above format is indicative only. These Format will be notified by the
Government of India time to time.
4.3 Testing of Configuration of Device Parameters Over the Air (OTA)
The following testing will be done for
1. Setting/ Change of the Primary or Secondary IP and port number
2. Setting/ Change of the APN
3. Set configuration, parameter like sleep time for speed, harsh braking,
rash turns, etc.

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4. Emergency SMS Centre Number

5. Configuring the vehicle registration number
6. Configuring the frequency of data transmission in normal / Ignition
state / OFF state sleep mode, Emergency state, etc.
7. Configuring the time duration for Emergency state
8. Capability to reset the device
9. Command to get the IMEI of the device
Configurable commands must involve the following features:
 SET: For setting the parameters.
 GET: For enquiring regarding the parameters such as mobile number,
GSM strength, vehicle number and other important parameters.
 CLR: For clearing certain commands, alarms, alerts etc.
5.0 CONSTRUCTION AND INSTALLATION
(To be verified on component level and target vehicle level approval)
5.1 Requirements on vehicle interface for VLT with Emergency Button
Connector for Power
The requirements for interface shall be as below or as agreed between
vehicle manufacturer and device manufacturer.
Standard connectors conforming to ISO 15170 shall be used at vehicle
side. Connector requirements shall be as per Annexure – C, Clause 1.1
(Sl. No 1 - Low power systems 1)
However, Device/System side connector/s shall be pre-agreed with
equipment manufacturer by
 Vehicle OEM in the case of OE fitment of the systems
 System supplier in case of retro fitment in aftermarket.
These requirements do not apply to integrated systems with vehicle
where integration is done by vehicle manufacturer and /or System
Integrator.
5.2 Requirement of Emergency System
Emergency button shall be one time press type. Separate release action
from authorized server shall be required to bring back the emergency
button to normal mode or clear emergency flag.
5.3 Physical Mounting
The VLT system shall be mounted in a suitable location such a way that
it is not easily accessible /exposed to passengers.
This requirement shall not be applicable in case of combined systems
VLT with HMI (Human Machine Interface) display in front of driver.

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Test agency to verify this on vehicle level approval.

Emergency button(s) shall be fitted in such a way that every passenger
including driver shall be able to access the Emergency button(s).
Passenger Car shall have 2 emergency buttons on each passenger row
easily assessable by each of the passenger. There shall also be one
dedicated emergency button for the driver.
Passenger Transport bus shall have emergency buttons at locations easily
visible & assessable to all the passengers such as every 2 meters on both
the sides on passenger seating area. For seats reserved for ladies there
shall be a dedicated panic button for each row.
Test agency to verify this on vehicle level approval.
5.4 Power Supply
The vehicle tracking device will be installed on vehicles in which the
power supply voltage from vehicle battery is widely varying (12V, 24V
etc.) and also the power supply is not as stable as that in case of fixed
locations, especially during engine start-up and braking when the
voltage can fall to as low as 9V. Typically electronic devices are very
sensitive to power surges and spikes, and equipment may fail if they do
not receive stable power supply. The devices will need to have a
resilient power supply unit that can withstand such fluctuations and the
devices also need to have power backup so that they continue to
function for some duration when the vehicle battery is not functional or
is disconnected from the devices.
Vehicle power interface shall have
 One common ground linked to vehicle chassis
 One permanent power Supply (12/24V) connected to the vehicle
battery
 One non-permanent power line (12/24V) connect to the battery after
ignition
5.4.1 Electrical Wiring
The wiring harness used in the device shall be tested for flammability as
per IS 2465.
6.0 FUNCTIONAL, PERFORMANCE, DURABILITY,
ENVIRONMENTAL AND PROTOCOL TESTS
6.1 Vehicle Level Functional Tests
Following functionalities for each of the systems shall be demonstrated
at the vehicle, in case system is provided by the vehicle OEM.
6.1.1 Vehicle Location Tracking With Emergency Button
6.1.1.1 Vehicle OEM shall only provide/ installed devices approved under
component level testing.
6.1.1.2 System transmits PVT information to Backend Control Center
(2 different IPs) at user configurable frequency (minimum 5 seconds)
via GSM/GPRS.
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6.1.1.3 System to communicate to control center on the occurrence of the alerts

captured in Communication Protocol of Section 4.
6.1.2 Emergency Request
Emergency request function - When the emergency buttons (as
applicable) placed anywhere in the vehicle is pressed by any passenger /
crew, make sure that the emergency request message is send/received at
the control center.
6.2 Component Level Functional Tests
Following functionalities for each of the systems shall be demonstrated.
At the choice of the manufacturer, these functionalities can also be
alternately demonstrated at the vehicle level and shall be deemed to be
complied with at component level as well.
6.2.1 Vehicle Location Tracking
6.2.1.1 Standard connector provided for Power and other signals as per
Annexure C.
6.2.1.2 Configuration of device as per the standard format mentioned in
Section 4.
 Local configuration upload shall be verified.
 Configuration upload from control center shall be verified.
6.2.1.3 Vehicle Location data transmission to Backend Control Center.
6.2.1.4 Backend Control Centre shall be able to check the version of firmware
loaded on the system.
6.2.1.5 Update the firmware of the system from Backend Control Centre
6.3 Device Level Functional, Performance & Durability Tests
The tests to be performed for device level approvals are as listed below.
These functionality check will be performed after each test as
acceptance criteria –
Tested systems shall satisfy general functional requirements at all the
specified ranges during the test and after the test.
Following to be checked after testing:
i) Tracking functionality shall be checked via Backend Control Centre
for the VLT system (Functional Test number 1 as per “Table 6A
Functional Testing”.
6.3.1 Functional Testing
Functional Testing as described in the Table 6A below shall be done
with the acceptance criteria in Table 6A after completion of all the
Performance & Durability Tests as listed in Table 6B.

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Table 6A:
Functional Testing

Sl. No Test Test Procedure

1 Tracking The test shall be conducted on VTL to
Functionality determine the proper functioning of VLT
Test with Emergency Button by testing its
connectivity to Backend Control Centre
(Government authorized server).

Procedure: The VLT with Emergency Button

shall be connected to vehicle battery to
switch it on. The VLT with Emergency
Button shall be tested for the connectivity to
server and its capability to send two location
messages
2 Location This test shall be conducted on VLT with
Accuracy Test Emergency Button.

The receiver is placed into a cold start state –

usually by a command sent to the receiver
through a test connection – and then a fairly
strong navigation signal simulating in L
and/or S band is sent. The time it takes for
the receiver to determine its first good
location fix is recorded. Test is done many
times (>15 times) over many conditions and
the results are averaged.

Acceptance Criteria: 2.5 m CEP or 6 m

2DRMS

3 Acquisition This test shall be conducted on VLT with

Sensitivity Emergency Button.
Test Procedure: Set the simulator to output
navigation signal simulating L and/or S band
to a particular location with a very level so
that the tracking is not possible. Gradually
increase the signal level that allows the
receiver to successfully perform a cold start
TTFF within a specified time frame. The
minimum signal level that allows acquisition

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is referred as to the acquisition sensitivity.

Acceptance Criteria: The acquisition
sensitivity shall be minimum (-) 148 dBm.
4 Tracking This test shall be conducted on VLT.
Sensitivity Procedure: The device under this test is
Test locked on to the simulator's output frequency
(navigation signal simulating L and/or S
band) and the simulator power output is
lowered until the lock is lost. Multiple
repetition of the test with different satellite
geometries ensures that an accurate average
measure is recorded.
Acceptance Criteria: The tracking
sensitivity shall be equal to or better than (-)
165 dBm.
5 Cold-Start The device in this test is placed into a cold
Time to First start state. The time it takes for the device to
Fix (TTFF) determine its first good location fix is
Test recorded. The cold start test is performed
several times and the results are averaged.
Acceptance Criteria: The cold start TTFF
shall be less than 40 seconds at Open Sky
condition or (-) 130 dBm.

6 Warm-Start In this test the device is started in warm start

Time to First mode and time taken by device to determine
Fix Test the first valid location fix is recorded. This is
done several times and results are averaged.
Acceptance Criteria: The warm start TTFF
shall be less than 30 seconds at Open Sky
condition or (-) 130 dBm.
7 Hot-Start Time In this test the device is started in Hot start
to First Fix mode and time taken by device to determine
Test the first valid location fix is recorded. This
test is performed several times and results
are averaged.
Acceptance Criteria: The hot start TTFF
shall be less than 5 seconds.
8 SIM Test This test is to check the suitability of the
SIM and communication module. The test
shall be conducted to determine the
effectiveness and operation of the GPRS
module with OTA network switching
capabilities on demand as well as
automatically in real-time. The test consist of
two type of testing as below:

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1. The device would be tested to perform as

per the protocol using an embedded
SIM.
2. The GPRS module & SIM, shall support:
o SMS, Data (GPRS, TCP/IP) and
o Support multiple network OTA
switching capabilities (On Demand as
well as Automatic Switching on real-
time basis)
Acceptance Criteria: In the testing, vendors
has to demonstrate the embedded SIM based
tracking and multiple network OTA
switching capabilities (On Demand as well
as Automatic Switching on real-time basis)
for effective network management and
transmission.
9 Interference Interference testing is a type of test, in which
Test Cold Start/Hot Start test are performed with
device exposed to interfering signals and the
performance as recorded. In this test, the
GPS receiver is turned on and allowed to
achieve a location fix. The jamming signal is
then added to the GPS signal at a level that is
detectable to the GPS receiver. The jamming
signal power level is increased in 1 dB
increments until the first degradation of the
GPS receiver is noticed. This is typically a
dropped satellite. The jamming signal power
level is again slowly increased until the GPS
receiver loses its 3D navigation fix.
Acceptance Criteria: The Interference shall
not result in any degradation of the Cold
Start/Hot Start TTFF times. In addition, it
shall not result in any degradation of the
absolute location accuracy required and the
same shall be 2.5 m CEP or 6 m 2DRMS.
10 Multipath Test This test is a simulated frequency test
conducted to determine the effect of
multipath signals. The signal from a single
satellite is simulated to arrive at the device
via two or more paths. One path is typically a
direct path, and other paths are typically a
reflection of the same signal from building or
structure. Multipath testing is a kind of a
meta-test in that some of the above tests are
done with the addition of multi-path
simulation of one or more satellites by the
GPS signal simulator.

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Acceptance Criteria: The multipath shall

not result in any degradation of the Cold
Start/Hot Start TTFF times. In addition, it
should not result in any degradation of the
absolute location accuracy required and the
same shall be 2.5 m CEP or 6 m 2DRMS.
6.3.2 Performance & Durability Test
The Performance & Durability Test is listed in Table 6B.
Table 6B:
Performance & Durability Test
Sl. No Test Test Procedure
1 Shock Test Shock test is performed to provide a degree
of confidence that the device can physically
and functionally withstand the relatively
infrequent, non-repetitive shocks
encountered in transportation environments.
This test provides an assessment of the effect
of the shocks on the performance of the
device. The test shall be performed as per IS
9000-part 7 – 2006. Severity Level = 15g,
Impact duration = 11ms, Impact Type = Half
sine, Total number of impact = 9 (3 on each
axis)
Acceptance Criteria: Device after the shock
test shall be required to meet the provisions
of Functional Test Number 1 as listed in
Table 6A.

2 Vibration Test This test is performed to check that the

device the device can physically and
functionally withstand the vibration
exposures in the life cycle typically
encountered in a vehicular environment. The
test shall be performed as per IS 9000-part 8
– 1981. The test specimen mounted on a
suitable support shall be rigidly fixed on a
suitable vibrating machine constructed to
produce simple harmonic function (total
amplitude of 1.5 mm) and shall be subjected
to vibration through a frequency range of 10-
55-10 Hz in a sweep period of 1 min with
continuously varying frequencies. The
vibration shall be applied for not less than 1
h in the directions of each of the 3 major axes
of the light.
Acceptance Criteria: During and after the test
the device shall be required to meet the
provisions of Functional Test Number 1 as
listed in Table 6A.
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3 Ingress The vehicle tracking devices must be able to

Protection (IP) work in dusty environment that are typically
encountered by the public transport vehicles
where these would be installed. IP rating (IS/
IEC 60529 - 2001) is used for specifying the
environmental protection characteristics of the
tracking device. The device will be tested for
dust and water ingress according to IP 65
rating.

Acceptance Criteria: The device shall be

required to meet the provisions of Functional
Test Number 1 as listed in Table 6A.

4 EMI /EMC The Electromagnetic Interference (EMI) and

Electromagnetic Compatibility (EMC) tests
are performed to assess whether the device
performs its intended functions in the
electromagnetic environment to which it
would be exposed. Further, the device shall
not generate electromagnetic disturbances
that may influence other equipment in the
vicinity.
Acceptance Criteria: The device shall meet
the EMI/EMC requirements as per AIS 004
(Part 3).
5 Battery Battery backup is the amount of time that the
Backup Test device battery can support sending the data
without being connected to the power source.
This test will be performed by disconnecting
the input charging voltage to the device. On
disconnecting the external supply, battery
would use its charge capacity to send data
through GPRS. Time duration between
external power disconnect to the last data
packet time denotes the battery backup time.
Acceptance Criteria: Device shall be able
to work in active mode for a period of 4
hours or more at the polling/ transmission
rate of 60 sec
6 Reverse The device to be tested shall be connected to
Polarity a reversed voltage of 14 V for 12 V systems
Protection and 27 V for 24 V systems for 2 min after
without Fuse connecting the system to the suitable circuit.
Acceptance Criteria: After test; the device
shall be required to meet the provisions of
Functional Test Number 1 as listed in Table
6A.

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7 Wiring Flammability Test: The wiring harness

Harness - used in the device shall be tested for
Flammability flammability as per IS 2465.
Test
8 Wiring As per AIS 028
Harness -
or DIN72551 or ISO 6722
Electrical
Properties
9 Free Fall IS 9000 (Part VII/Sec 4) Free fall at 500 mm.
Acceptance Criteria: After test the device
shall be required to meet the provisions of
Functional Test Number 1 as listed in Table
A
10 Performance During testing, VLT with Emergency button
Parametric shall be kept inside test chamber in power
Test ON condition.
(Nine points, (System shall be stabilized for minimum 5
tri min at each condition.
temperature/tri
At each test point the system will be powered
voltage) on and shut down 5 times with a duration of
1 min ON and 1 min OFF time)
Following are the various voltages &
temperatures

24V System 12V System

18V, -25°C 9V, -25°C
18V, +80°C 9V, +80°C
18V, Room 9V, Room
Temperature Temperature
27V, -25°C 13.5V, -25°C
27V, +80°C 13.5V, +80°C
27V, Room 13.5 V, Room
Temperature Temperature
32V, -25°C 16V, -25°C
32V, +80°C 16V, +80°C
32V, Room 16V, Room
Temperature Temperature

Acceptance Criteria: The device shall be

required to meet the provisions of Functional
Test Number 1 as listed in Table A for each
value of the temperature and voltage.

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11 Insulation Test shall be conducted as per ISO 16750-

Resistance 2:2010 after damp heat test mentioned in
Test point 3 of the Section 6.4.
System/components shall remain 0.5 h at RT
after the damp heat test.
Test shall be conducted With a voltage of
500 V DC. Acceptance Criteria: Insulation
Resistance shall be > 1 MΩ.
No arcing or puncturing of insulation
allowed shall be observed
12 Load Dump VLT shall be tested for this.
Test Pulse 5a For 12 V System:
A Voltage spike of 65V, 4 Ohms 200ms
pulse-5a as per standard ISO 7637-2: 2004
For 24 V System:
A Voltage spike of 123V, 8 Ohms 200ms
pulse-5a as per standard ISO 7637-2: 2004.
Acceptance Criteria: Device shall meet
functional class A as per ISO 7637-2: 2004.
After test, the device shall be required to
meet the provisions of Functional Test
Number 1 as listed in Table 6A.

6.3.3 Device Level Environmental Tests

The environmental tests to be performed for device level approvals are as
listed in Table 6C.
Following to be checked after testing:
i) Tracking functionality shall be checked via Backend Control Centre for
the VLT with Emergency Button.
Table 6C:
Device Level Environmental Test
Sl. Test Procedure
Test
No
1 Dry Heat / High The high temperature test is used to evaluate
Temperature Test effects of high temperature conditions on
safety, integrity, and performance of the
device. The test shall be carried out in
accordance with Indian Standard IS: 9000 (Part
3/Sec 5) the device shall be subjected to
temperature of 70 ± 2°C for 16 h in high
temperature. Test with device in working
condition. The recovery period shall be 2 h.

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Acceptance Criteria: Device during and after

the high temperature test the device shall be
required to meet the provisions of Functional
Test Number 1 as listed in Table 6A.
2 Cold Test The test shall be carried out in accordance with
IS 9000 (Part 2/Sec 4 - 1977). The device
under test shall be subjected to temperature of
–10 ± 2°C for 2 h with device in working
condition. The recovery period shall be 2 h.
Acceptance Criteria: Device during and after
the cold test, the device shall be required to
meet the provisions of Functional Test Number
1 as listed in Table 6A.
3 Damp Heat Test The device under test shall be tested according
to IS 9000 (Part 5/Sec 2 - 1981). The test is
carried out at +25° to +55° C, Humidity 95%.
Six cycles (each test cycle of 24 h) shall be run
with device in off condition. Functional test
shall be carried out with power in ‘On
condition’ at start of 2nd, 4th and 6th cycle.
Acceptance Criteria: Device during and after
the test the device shall be required to meet the
provisions of Functional Test Number 1 as
listed in Table 6A.
4 Temperature Temperature shock test is carried out to
Shock determine if the device can withstand sudden
changes in the temperature of the surrounding
atmosphere without experiencing physical
damage or deterioration in performance. The
device shall be tested as per IS 9000 (Part
14/Sec 2) – 1978. Exposure time would be 3
hours/cycle and number of cycles would be
two.
Acceptance Criteria: Device after the test the
device shall be required to meet the provisions
of Functional Test Number 1 as listed in Table
6A.
5 High Temperature The high temperature test is used to evaluate
Test effects of high temperature conditions on
safety, integrity, and performance of the
device. The test shall be carried out in
accordance with Indian Standard IS: 9000 (Part
3/Sec 5) the device shall be subjected to
temperature of 70 ± 2°C for 16 h in high
temperature. Test with device in working
condition. The recovery period shall be 2 h.
Acceptance Criteria: Device during and after
the high temperature test the device shall be
required to meet the provisions of Functional
Test Number 1 as listed in Table 6A.
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6 Salt Spray Test The salt spray test is conducted to check

corrosion resistance of device. The device
shall be tested according to Clause 4.8 of IS
10250 for 96 h.

Acceptance Criteria: The device shall be

required to meet the provisions of Functional
Test Number 1 as listed in Table 6A.
7 High Voltage The test is conducted to ensure service life
Test requirements & functionality. The device under
test shall be operated for 60 minutes at 18 V for
12 V systems & 36 V for 24 V systems. This
test is as per ISO 16750-2:2010
Acceptance Criteria: Device during and after
the test the device shall be required to meet the
provisions of Functional Test Number 1 as
listed in Table 6A.

6.3.4 Protocol Testing

This set of testing needs to be done for all cases namely vehicle level
testing and component (Device) level testing.
Protocol is a set of rules to be followed by the device while sending data
to the Backend Control Centre. The protocol comprises data update rate,
number of fields, start character, end character, alert type etc. Protocol
testing involves checking the compliance of data sets received by the
Backend Control Centre against the protocol both with respect to the
data fields as well the format. It is expected that the data coming to a
central server shall be exactly as required under the protocol. Table
below (Table 6D) mentions the validation process for the protocol
communication.
Table 6D:
Protocol Testing Parameters
Field Description Validation Process
Field Description
Start Character $
Header The header of the packet/ identifier
Vendor ID Vendor identification header
Firmware Version Version details of the Firmware used in
EX.1.0.0
Packet Type Specify the packet type –
NR = Normal
EA = Emergency Alert
TA = Tamper Alert

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HP = Health Packet
IN = Ignition On
IF = Ignition Off
BD = Vehicle Battery Disconnect
BR = Vehicle Battery Reconnect
BL = Internal Battery Low
Packet Status L=Live or H= History
IMEI Identified of the sending unit. 15 digit standard
unique IMEI no.
Vehicle Reg. No Mapped vehicle registration number
GPS Fix 1 = GPS fix OR 0 = GPS invalid
Date Date value as per GPS date time
(DDMMYYYY)
Time Time value as per GPS date time in UTC
format (hhmmss)
Latitude Latitude value in decimal degrees (with
minimum 6 decimal places)
Latitude Dir. Latitude Direction.
Example N=North, S= South
Longitude Longitude value in decimal degrees (with
minimum 6 decimal places)
Longitude Dir. Longitude Direction.
Example E=East, W= West
Speed Speed of Vehicle as Calculated by GPS module
in VLT.(in km/hr)
Heading Course over ground in degrees
No. of Satellites Number of satellites available for fix
Altitude Altitude of the device in meters
PDOP Positional dilution of precision
HDOP Horizontal dilution of precision
Network Operator Name of Network Operator.
Name
Ignition 1= Ign On , 0 = Ign Off
Main Power Status 0 = Vehicle Battery Disconnected
1= Vehicle Battery Reconnected
Main Input Voltage Indicator showing source voltage in Volts.
Internal Battery Indicator for Level of battery charge remaining

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Voltage
Emergency Status 1= On , 0 = Off
Tamper Alert C = Cover Closed , O = Cover Open
(Optional)
GSM Signal Strength Value Ranging from 0 – 31
MCC Mobile Country Code
MNC Mobile Network Code
LAC Location Area Code
Cell ID GSM Cell ID
NMR (neighbouring Neighbouring 4 cell ID along with their LAC and
Cell ID) signal strength
Digital Input Status 4 external digital input status (Status of Input 1 to
Input 3 (0=Off; 1=On))
Digital Output Status 2 external digital output status
(0=Off; 1=On)
Frame Number Sequence Number of the messages (000001 to
999999)
Checksum Insures No error in transmission (optional)
End Character Indicated End of the frame

The following test would be performed along with the protocol testing
of the device:
a) Memory Storage
The device shall support 40000 or more positional logs/packets. This
is a functional test and the device will be simulated to be in non –
GPRS coverage area and the logs will be maintained. The capacity
of logging will be checked by monitoring the logs on the device.
b) Messages & Alerts from Devices
Table below (Table 6E) contains the listing of alerts that need to
come from the tracking devices. These alerts are applicable for both
live packets as well as the history packets.
Table 6E: Messages & Alerts
Alert Message & Alerts Remarks
ID
1. Location Update Default message coming from
each device
2. Location Update (history) Would be sent, if GPRS is not
available at the time of
sending the message
3. Alert – Disconnect from If device is disconnected from
main battery vehicle battery and running on
its internal battery

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4. Alert – Low battery If device internal battery has

fallen below a defined
threshold
5. Alert – Low battery Indicates that device internal
removed battery is charged again
6. Alert – Connect back to Indicates that device is
main battery connected back to main
battery
7. Alert – Ignition ON Indicates that Vehicle’s
Ignition is switched ON
8. Alert – Ignition OFF Indicates that Vehicle’s
Ignition is switched OFF
9. Alert – GPS box opened Message would be generated
(Optional) indicating GPS box opened
10. Alert – Emergency state When any of the emergency
ON* button is pressed
11. Alert – emergency State Emergency state of switch
OFF will be cancelled by backend
server, when emergency state
of vehicle is removed
12. Alert Over the air parameter When any parameter is
change changed over the air. Shall
include the name of parameter
changed and source of
command
13. Harsh Braking Alert indicating for harsh
braking.
14. Harsh Acceleration Alert indicating for harsh
acceleration.
15. Rash Turning Alert indicating for Rash
turning.
* In case of Emergency Alert ON system, the alert message should go in
the below format as set out in Table 6F. This emergency alert message
shall be sent to 2 different IPs; i.e. the device shall support minimum 2
IPs simultaneously.
Table 6F:
Message Format
Attribute Value / Description Size
Packet Header EPB, The unique identifier for all Character, 3 bytes
messages from VLT
Message Type Message Types supported. Character, 2 bytes
Emergency Message (EMR) or
Stop Message (SEM)

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Device ID Unique ID of the Vehicle (IMEI Character,15 bytes

Vehicle ID Number)
Packet Type NM – Normal Packet, SP – Character, 2 bytes
Stored Packet
Date Date and time of the location Character,14 bytes
obtained from the location data in
DDMMYYYY hhmmss format
GPS Validity A – Valid, V – Invalid Character, 1 byte
Latitude in decimal degrees - Double, 12 bytes
Latitude
dd.mmmmmm format
Latitude Character, 1 byte
N – North, S – South
Direction
Longitude in decimal degrees - Double, 12 bytes
Longitude
dd.mmmmmm format
Longitude Character, 1 byte
E – East W – West
Direction
Altitude in meters (above sea Double, 12 bytes
Altitude
level)
Speed of Vehicle as Calculated Float, 6 bytes
Speed by GPS module in VLT. (in
km/hrs.)
Distance calculated from Float, 6 bytes
Distance
previous GPS data
G - Fine GPS Character, 1 byte
Provider N – Coarse GPS or data from the
network
Vehicle Registration Number of the Character, 16
RegnNo Vehicle bytes
The mobile number to which 0
Test response need to be sent.
Reply Number (Emergency Mobile No. as
specified by
MHA/MoRTH/States.)
The 32 bit checksum of all the
CRC characters from the header up to 8 bytes
the CRC field

7.0 DEVICE TO BACKEND COMMUNICATION MECHANISM

The VLT device would transmit data to the Backend Control Centre
using GPRS wireless connectivity (with SMS fall back) as per the
protocol provided in respective sections (Sub-section 6.3.4). The data
from the devices would travel over the wireless telecom service
provider network and finally get delivered at the Backend Control
Centre. Since the permit holders/Device suppliers would require to have
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a valid communication plan on SIM cards on the devices and would

avail services from multiple telecom service providers, the data would
be transmitted to the Backend Control Centre using the networks of
multiple telecom service providers.

A suitable control mechanism would be established for the data transfer

from VLT to Backend Control Centre, as only the authorized devices should
be able to transfer data to the Backend Control Centre and a mechanism for
authenticating the devices/SIMs shall also be put into place.

The following mandatory provisions will have to be made in the Backend

Control Centre:

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1. Registration and activation of the device(s) fitted on the vehicle,

including the details of vehicle registration number, engine number,
chassis number, vehicle make and model, device make and model, and
telecom service provider’s name.

2. Re-registration/re-activation of the device(s) fitted on the vehicle in case

of any change in device or telecom service provider, etc.

3. Regular health check of the device(s) fitted on the vehicle, as per the
parameters and frequency defined in Sub-section 3.1.4.

4. Administration/configuration of devices for any changes in the

parameters as decided by the respective state from time to time.

5. Notification of alerts in case of press of an Alert Button fitted on the

vehicle, in the protocol defined in Section 4.

6. Notification of alerts in case of defined deviations by vehicle such as

over-speeding, deviation from defined route/geographic area, time of
operation, etc.

7. Location tracking of the vehicle including real-time as well as history

tracking for up to last 90 days.

8. Notification to the permit-holder through SMS in case any device(s)

stops functioning/sending data to the Backend Control Centre.

9. Reports of the vehicles with devices not working/sending data beyond

defined number of days (1 day, 3 days, 7 days and 30 days).

10. Ensure that the security and privacy of the data is maintained in
accordance with applicable laws/guidelines of various government
authorities.

In addition to the above mandatory provisions, the Backend Control Centre

can provide any other optional features.

The mechanism to set up the Backend Control Centre shall be decided by

the respective states. The states can chose any of the following options for
setting up the Backend Control Centre:

1. States can set up their own dedicated Backend Control Centre, meeting
the above listed mandatory provisions and any other optional features as
they may decide.

2. States can allow telecom service providers to offer Backend Control

Centre as a Value Added Service (VAS) to the permit holders, meeting
the above listed mandatory provisions and any other optional features as
they may decide. In this case, the telecom service providers shall
provide access to the Backend Control Centre to government officials,
as decided by the respective state.

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 AIS-140

ANNEXURE A:
INFORMATION TO BE SUBMITTED FOR TYPE APPROVAL

1.0 VLT SYSTEM DETAILS

a. Make
b. Type
c. Model No.
d. Part No.
e. Installation layout: Attach drawing showing location in vehicle.
2.0 VEHICLE LOCATION TRACKING AND EMERGENCY BUTTONS
a. Make
b. Model No.
c. Part No.
d. Connector used
e. Connector used for antennas
e.1. main GSM antenna
e.2. GPS antenna
e.3. WLAN antenna
3.0 SYSTEM SOFTWARE
a. Make
b. Version
c. Operating System Details with Version
4.0 COMMUNICATION PROTOCOL USED
a. Vehicle to Center
 VLT to Control Center
 Command Set for Configurations
5.0 DESCRIPTION OF DEVICE
6.0 DRAWINGS
6.1 Device/System Drawing.
6.2 Vehicle installation Drawing.
7.0 INSTRUCTIONS MANUAL

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ANNEXURE B:
CRITERIA FOR EXTENSION OF TYPE APPROVAL
B1.0 In case of following changes, Functional, Performance, Durability and
Environmental Tests which are necessary for establishing compliance are
listed below

Changes in System Tests to be conducted

B1.1 Change in Make, Model, Type, Applicable tests as per Section 6 and
accompanied with or without a Functional verification at system
Part No of Vehicle Location integration level or component level as
Tracking (VLT) and Vehicle applicable.
Health Monitoring.

B1.2 Change in onboard layout of ITS Verification at system integration

component or complete system level along with target vehicle

B1.3 Change in software of ITS System Functional verification at system

integration level.

B.1.4 Change in wiring harness and Connector requirements specified in

connectors this standard.

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ANNEXURE C:
PHYSICAL INTERFACES (CONNECTORS) FOR POWER AND I/Os

The below section is for new vehicles and not for the retro-fitment of ITS
systems on in-use vehicles.

Device/System side connector/s shall be as per the equipment manufacturer by

in case of retro fitment in aftermarket.
Provisions for Power connectors and Power supply to be made by
Manufacturers in case of OE fitment & Dealer / Permit holder in case of retro
fitment of systems outside vehicle manufacturer facility.

These requirements do not apply to integrated systems with vehicle where

integration is done by vehicle manufacturer and /or System Integrator.

1.0 Vehicle Side Connectors

The vehicles shall be equipped with connectors with appropriate fuse

protection for interfacing systems implements the functions

Power for physical systems are supplied by vehicle battery which supplies
power to all electrical system in the vehicle.

When the engine is running, the vehicle battery is in charge and the systems
shall consume normal power needs. But when the engine is turned off, the
power consumption by systems shall be limited by means of sleep modes or
auto shut off.

Considering the power requirements for equipment packages, the systems are
grouped as

ITS System
Max Power Typical Systems / Packages
Classification

Low Power Systems Up to 120 W VLT with Emergency Button

The power interface shall have

 One common GROUND linked to vehicle chassis - GND

 One permanent power line (12/24V) linked to the battery after Manual Switch
– B+
 One non-permanent power line (12/24V) linked to the battery after Main
Switch – SW+

1.1 Minimum Connector Requirements

The minimum connector requirements are formulated as following.

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Sl. Recommended Applicable

Max Minimum Recommended
No. Electrical ITS
Power Requirement Connector
Provisions Systems
1. Low Power Up to Telematics B+, SW+, OEM to protect
System 1 120 W Device/VLT GND ISO 15170-B1-
(Mandatory System with 3.1-Sn/K1
Provision) Emergency Socket
Button (Female)
Connector

The OEM may provide optional auxiliary connectors of their choice for meeting
other functional requirements.
1.2 Connector labeling in Wiring Harness:
Vehicle side wiring shall have the following labeling for the connectors
Recommended Electrical Labeling Requirement
Provisions
Low Power System 1 ITS 120 W
(Mandatory Provision)
Low Power System 2 ITS 120 W
(Mandatory Provision)
High Power System 1 ITS 360 W
(Mandatory Provision)
CAN Interface (OBDII CAN) ITS CAN
(Mandatory Provision)
1.3 Connector Cavity/PIN Assignment
Power Connector: ISO 15170-B1-3.1-Sn/K1, ISO 15170-B2-3.1-Sn/K1
Pin 1 B+
Pin 2 SW+
Pin 3 GND
CAN Connector: ISO 15170-B1-4.1-Sn/K1
Pin 1 CAN High
Pin 2 CAN Low
Pin 3 Option CAN Ground
Pin 4 Not used

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2.0 Device/System connectors

Device/System side connector/s shall be pre-agreed with equipment

manufacturer by
1. Vehicle OEM in the case of OE fitment of the systems
2. Permit holder or Dealer in case of retro fitment of systems outside vehicle
manufacturer facility

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 AIS-140

ANNEXURE D:
(See Introduction)
COMPOSITION OF AISC PANEL *
Name Organization

Convener
Mr. Rakesh Jain Delhi Integrated Multi-Modal Transit System Ltd. (DIMTS)

Members Representing
Mr. Prashant Tiwari /Shri Alok Delhi Integrated Multi-Modal Transit System Ltd. (DIMTS)
Sethi
Mr. A. A. Deshpande/ Mr. M. The Automotive Research Association of India (ARAI)
M. Desai / Mr. K. B. Patil
Director / Mr. Samir Sattigeri Central Institute of Road Transport (CIRT)
/Shri M. M. Pathak
Mr. G. R. M. Rao Vehicle Research & Dev. Estt. (VRDE)
Dr. Madhusudan Joshi International Centre for Automotive Technology (ICAT)
Mr. K. K. Gandhi SIAM
Mr. S. Ravishankar/ Mr. D. Ashok Leyland Technical Centre (SIAM)
Balakrishnan/Ms. Suchismita
Chatterjee
Mr. Girish Kodolikar Force Motors Ltd. (SIAM)
Mr. Sanjay Tank Mahindra and Mahindra Ltd. (SIAM)
Mr. Shrikant V. Joshi / Mr. P S Tata Motors Ltd. (SIAM)
Gowrishankar, / Mr. Sharad S.
Bhole
Mr. Suchindran M Toyota Kirloskar Motor Pvt. Ltd. (SIAM)
Mr. Jitendra Malhotra/ Mr. Maruti Suzuki India Ltd.(SIAM)
Sumit Sharma/ Mr. Raj Kumar
Diwedi
Mr. RajendraKhile/Mr Renault Nissan Technology and Business Centre (SIAM)
Karuppasamy
Mr. S Ramiah TVS Motor Company Ltd. (SIAM)
Mr. Arun Sivasubrahmaniyan Hero Motocorp Ltd. (SIAM)
Mr. R. Narasimhan Bajaj Auto Ltd. (SIAM)
Mr. Uday Harite ACMA
Mr. Raju Agarwal / Castmaster Mobitec India Pvt Ltd.
Mr. Rahul Jain
Mr. Vishwajit Joshi KPIT Cummins Infosystems Ltd

* At the time of approval of this Automotive Industry Standard (AIS)

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ANNEXURE E

(See Introduction)

COMMITTEE COMPOSITION *
Automotive Industry Standards Committee

Chairperson
Mrs. Rashmi Urdhwareshe Director

The Automotive Research Association of India, Pune

Members Representing

Shri Priyank Bharti Ministry of Road Transport and Highways

(Dept. of Road Transport and Highways), New Delhi

Representative from Ministry of Heavy Industries and Public Enterprises

(Department of Heavy Industry), New Delhi

Shri S. M. Ahuja Office of the Development Commissioner, MSME, Ministry

of Micro, Small and Medium Enterprises, New Delhi

Shri Shrikant R. Marathe Former Chairman, AISC

Shri R.R. Singh Bureau of Indian Standards, New Delhi

Director Central Institute of Road Transport, Pune

Director Indian Institute of Petroleum, Dehra Dun

Director Vehicles Research and Development Establishment,

Ahmednagar

Director International Centre for Automotive Technology

Director Global Automotive Research Centre

Director Indian Rubber Manufacturers Research Association

Representatives from Society of Indian Automobile Manufacturers

Shri T. R. Kesavan Tractor Manufacturers Association, New Delhi

Shri Uday Harite Automotive Components Manufacturers Association of

India, New Delhi

Member Secretary
Shri Vikram Tandon
Dy. General Manager
The Automotive Research Association of India, Pune

* At the time of approval of this Automotive Industry Standard (AIS)

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